Safe block-signal system.



No. 807,726. PATENTED DEG. 19,1905. 0. J. GRONIN.

SAFE BLOCK SIGNAL SYSTEM.

APPLICATION FILED DEO.12.1904.

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\Wjcrwzssas INVENTOL CHM-figs rigmzy UNITED STATES PATENT OFFICE.

Specification of Letters Patent.

Patented Dec. 19, 1905.

Application filed December 12, 1904. Serial No. 236,444.

To all whom, it may concern.-

Be it known that I, CHARLES J. CRoNIN, a citizen of the United States,residing at Utica, in the county of Oneida and 'State of New York, haveinvented certain new and useful Improvements in Safe Block-SignalSystems, of which the following is a specification, reference being hadtherein to the accompanying drawings.

My invention relates to an improvement in railway block systems; and Ideclare that the following is a full, clear, concise, and exactdescription thereof suflicient to enable one skilled in the art to-makeand use the same, reference being had to the accompanying drawings, inwhich like letters refer to like parts throughout.

My invention has to do with means to be operated in connection with ablock system whereby it will be impossible for a train to pass, withoutthe knowledge of the engineer at least, beyond a semaphore set againstit.

I illustrate one form which will disclose the features of my invention,although I do not limit myself to any particular arrangement orconstruction, as a skilled mechanic will be able to make modificationsin the same to adapt it most conveniently to the conditions with whichhe has to deal.

The invention discloses operative connections between the semaphoremechanism and means provided on the engine whereby the said meansprovided on the engine is operated when the semaphore is set at dangerto do one or more of several things which will prevent the engineer fromentering the block in ignorance of the position of the semaphore.

My device includes means to operate'the air-brake, to shut off thesteam, and to blow a whistle in the cab, doing all or any of these atthe same time.

Figure 1 of the drawings shows the location of the semaphore with atrack passing it and over the track the outline in section of alocomotive-cab, the View being taken in front of the locomotive. Fig. 2is a view in section taken from. the side on which the semaphore stands.Figs. 3 and 4 are details of the throttle and the connection of mydevice therewith. Fig. 5 is a detail view of the air-valve, and Fig. 6is a detail'view of means to keep the parts in proper operativeposition.

Referring to the figures more in detail, A represents the track-basewith the rail a and the semaphore-post A, which has pivoted at its upperend the semaphore B. On-the posts are shown two bell-crank levers 7) andb with connections therebetween and between 6 and the semaphore andbetween 6 and the guard 0, comprising wire or chains 6', so that whenthe semaphore is dropped the lower end of the lever I) will be raisedtoward a horizontal position and through connection 6 dispose theconnected mechanism C out of the path of the corresponding mechanism onthe locomotive. The means which are illustrated to be located by therail comprises aclipO, with an arm O pivoted therein, so that by theoperation of the semaphore the upper end can be swung toward the track,out of the way, or be held substantially upright.

On the locomotive I pivotally mount vertical rod D, the lower end ofwhich has a bend D, which is normally held outwardly atsubstantiallyaright angle to the rail and in which position it is notoperative.

E represents the air-brake lever, which is connected with ordinary andwell known means to operate the brakes. Adjacent to that I secure on therod D an arm E, having an outward projection a supported thereon,pivotally or otherwise, with a down bend a, which lies adjacent to thebrake-lever E. The turning of the bar or rod D, as would be done if itslower end extended outward to be engaged by the bar C, will force theend e against the brake-lever E and operate the same to set the brakeswithout interfering with the usual use of the same.

F represents the throttle-valve lever, having usual locking means withgrip F for disengaging the same. Adjacent thereto I mount on the rod Dan arm G, on which is pivotally mounted a cross-arm Gr, the end of whichpasses over the end of the throttle-valve lever and its grip. At theouter end of the arm G I mount a strap g, of leather or steel band orother suitable construction, which passes rearward under the bar or armG around the throttle-lever F and terminates in a loop, which is passedover the grip F and removably mounted thereon to permit independent useof the throttle. The turning of the rod D, as in the former case, pushesthe arm G in the .direction indicated in Fig. 3, the effect of which isat first to press the grip F to the lever-handle F and further to swingthe throttle-valve to shut off the steam.

In Fig. 2 I indicate, supported on the roof of the cab, whistle H, whichcomprises a supply-pipe, in which I mount a valve H, the

Valve being supported on the upper end of the rod D. When the rod D isin such position that its lower end is extended outwardly, as shown inthat figure, the valve on the end of the rod is in such position to shutoff the steam or air from the whistle H; but when the rod D is turned,as above indicated, the valve-plug is turned to admit pressure to thewhistle.

In Fig. 6 I'show an arm J mounted on the rod D, with a spring jconnected with the same and a fixed portion of the cab, so as to keepthe rod in normal position.

Having described my invention, whatI claim as new, and desire to secureby Letters Patent, isk 1. In a device of the character describedcomprising an arm mounted adjacent to the track and adapted to beraised, the combination of means mounted on the locomotive adapted toengage the said arm, the said means comprising a vertical shaft and alever-arm mounted'thereon to engage the whistle mechanism to blowthewhistle of the engine when the shaft is turned, substantially asdescribed.

2. In a railway construction. the combination with a semaphore and therolling-stock, of means mounted to be operated by the semaphore toengage means mounted on the rolling-stock, the said means comprising avertical shaft with an arm projecting to be engaged by thesemaphore-operative means and having a lever-arm mounted thereon toengage directly the air-throttle of the engine when the shaft is turned,substantially as described.

3. In a device of the character described comprising an arm mountedadjacent to the track and adapted to be raised, the combination of meansmounted on the locomotive adapted to engage the said arm, the said vmeans comprising a vertical shaft and a leverarm secured thereon havinga clip at its outer end engaging the throttle-valve and automaticallyoperating on the swinging of the shaft to unlock the throttle and shutoff the steam, substantially as described.

In a device of the character described having a danger-arm adjacent tothe track, the combination of means mounted on the 10- comotive, saidmeans comprising a vertical shaft with a projection adapted to engagethe track-arm when in danger position, the said shaft having leversfixed thereon one adapted upon the turning of the shaft to engagedirectly the air-valve to apply the brakes and the other having a clipthereon adapted at the same time to unlock the throttle-Valve and shutoff the steam, substantially as described.

5. In a railway construction, the combination with a danger-arm adaptedto be projected adjacent to the railway-track, of means mounted on thelocomotive to engage said arm when in danger position, the said meanscomprising a vertical shaft having lever-arms fixed thereon withconnections therefrom to the air-valve,

the whistle and the throttle-valve, the last of said connections beingadapted to unlock the throttle-valve and shut off the steam, the saidseveral connections being operative on the turning of theshaft,substantially as described.

6. In a device of the character described comprising a danger-armadjacent tothe track, the combination of means mounted on thelocomotive, said means comprising a vertical shaft with a projectionadapted to engage the arm when in its danger position, and the saidshaft having levers fixed thereon adapted on the turning of the'shaft tooperate the throttlevalve to shut off the steam and the whistlevalve toblow the whistle, substantially as described.

7. In a device of the character described having a danger-arm adjacentto the track, the combination of means mounted on the locomotive, thesaid means comprising a vertical shaft with a projection adapted toengage the arm when in its danger position, the said shaft having leversfixed thereon adapted upon the turning of the shaft to engage theairthrottle to apply the brakes and to engage the whistle to blow thesame, substantially as described.

8. In a device of the character described comprising an arm mountedadjacent to the rail, and means for manually raising and lowering thesaid arm, the combination of means.

mounted on the locomotive comprising avertical shaft with an offsetadjacent to the rail and adapted to engage the said arm and operative bycontact with the arm to engage danger-warning means on the locomotive,substantially as described.

In testimony whereof I afiix my signature in presence of two witnesses.

CHARLES J. CRONIN. Witnesses:

E. T. DE GIORGI, RIoH. A. GEORGE.

